EP3137356A2 - Système pour évaluer et/ou optimiser le comportement en fonctionnement d'un véhicule - Google Patents

Système pour évaluer et/ou optimiser le comportement en fonctionnement d'un véhicule

Info

Publication number
EP3137356A2
EP3137356A2 EP15723165.5A EP15723165A EP3137356A2 EP 3137356 A2 EP3137356 A2 EP 3137356A2 EP 15723165 A EP15723165 A EP 15723165A EP 3137356 A2 EP3137356 A2 EP 3137356A2
Authority
EP
European Patent Office
Prior art keywords
vehicle
operating state
data set
parameter
fuel processing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP15723165.5A
Other languages
German (de)
English (en)
Inventor
Helmut List
Peter Schoeggl
Guenter Karl Fraidl
Thomas TREBITSCH
Erik Bogner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AVL List GmbH
Original Assignee
AVL List GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by AVL List GmbH filed Critical AVL List GmbH
Publication of EP3137356A2 publication Critical patent/EP3137356A2/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • B60R16/0236—Circuits relating to the driving or the functioning of the vehicle for economical driving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/28—Conjoint control of vehicle sub-units of different type or different function including control of fuel cells
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0018—Method for the design of a control system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/12—Catalyst or filter state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the invention relates to a system for assessing and / or optimizing the operating behavior of a vehicle, which has at least one device for fuel processing, in particular an internal combustion engine and / or a fuel cell.
  • DE 10 2005 034 247 A1 discloses a method for monitoring an exhaust gas limit of an internal combustion engine by means of an engine control, wherein the engine control has at least one exhaust gas sensor and an error signal is emitted when the exhaust gas limit value is exceeded, wherein the predicted for the current driving condition emissions using a Engine models are determined and compared with the signal of the exhaust gas sensor or a derived comparison value for the emission.
  • DE 10 2007 053 406 B3 discloses a method for carrying out at least part of an adaptation and a diagnosis in the case of emission-relevant control devices of a vehicle with the steps: determining whether the vehicle has reached a predetermined driving state; Perform a diagnosis on at least one of the emissi Onsrelevanten control devices, if it is determined that the vehicle has reached the predetermined driving state, the diagnosis determines and optimizes at least one parameter of an operating point of at least one emission-relevant control device, if it deviates from a desired range or setpoint; and performing at least one adaptation section of the adaptation in at least one emission-relevant control device, wherein in the adaptation at least one parameter of a plurality of operating points of the emission-relevant control device is determined and optimized if it deviates from a desired range or setpoint.
  • An object of the invention is to provide a device with which data the energy efficiency and / or the emission behavior of a vehicle with a device for fuel processing can be improved.
  • the system according to the invention can record emissions of a device for fuel processing over a predetermined period of time.
  • the development of the emissions over the predetermined period of time is assigned to the respectively present vehicle operating state, wherein the course of the emission can be determined within a vehicle operating state or between different vehicle operating states.
  • a large amount of information can be obtained which is important for the operating behavior of a vehicle, in particular the environmental compatibility of the vehicle, the energy consumption of the vehicle and also the energy efficiency of the vehicle.
  • a characteristic value can be determined which reflects a favorable configuration or a less favorable configuration of the control of the vehicle or of the components of the vehicle.
  • This characteristic value can be used to at least assess the operating behavior of the vehicle and to additionally or alternatively also carry out an optimization of the same.
  • the invention is based on the recognition that in the information about the course of the emissions of a device for fuel processing or a vehicle a lot of information about the operation of the vehicle is included. Every act of a driver or a driver assistance system and every operation of aggregates for the propulsion of the vehicle or ancillary components is reflected in the emissions of the vehicle. By evaluating these emissions, a holistic assessment and / or optimization of the operating behavior of the vehicle can take place. By means of the invention, it is possible to draw attention in detail to causes for the emission and / or the energy efficiency or poor emission values and a low energy efficiency of a vehicle.
  • the system according to the invention can be used in a real vehicle or on a test stand.
  • a device for fuel processing in the context of the invention is a device which converts energy present in the fuel into mechanical work or electrical energy.
  • a vehicle in the sense of the invention is a mobile means of transport serving the transport of goods or persons. This is preferably a land vehicle, a watercraft or an aircraft, in particular a car or truck.
  • a plurality in the sense of the invention means at least two.
  • a sensor according to the invention is a sensor. This is a technical component that can quantify certain physical or chemical properties and / or the physical condition of its environment qualitatively or as a measured quantity. In particular, these quantities are detected by means of physical or chemical effects and converted into a further processed electrical signal.
  • a vehicle operating state within the meaning of the invention characterizes the operation of a vehicle at a time. In particular, a vehicle operating state is an overall operating state of the vehicle, which characterizes the driving state as well as the operating state of the units and ancillaries of the vehicle used for propulsion.
  • Operating behavior in the sense of the invention is a sequence of operating states.
  • An operating state within the meaning of the invention is any possibility of operating a device.
  • an internal combustion engine operating state preferably means both an operation of the internal combustion engine in a stationary state, ie for example the operation in idle or the operation in the vehicle with constant speed and constant load, as well as an operation in a dynamic or transient state, ie, for example, an acceleration of internal combustion engine.
  • An operating state is preferably both a snapshot of a constellation of parameters and alternatively a time profile of parameters, eg the accelerator pedal position, or this is alternatively also by an initial and end point of parameters, eg by speed values with a predetermined opening degree of the throttle , Are defined.
  • Energy efficiency within the meaning of the invention is a measure of the energy required to achieve a defined benefit.
  • an efficiency is at least a component of energy efficiency.
  • An emission behavior within the meaning of the invention is a course of the emissions over a predefined period of time or a profile of the emissions over a predetermined distance, time and distance being coupled in particular via a speed profile.
  • a driving state in the sense of the invention characterizes the dynamics of a vehicle. Examples of driving conditions are preferably starting, acceleration, tip-in, tip-out, deceleration, gear change, constant speed glide, idle, engine start, engine stop. A driving condition can also be subdivided finer in under-driving conditions. In extreme cases, each combination of parameter values is assigned an underrun condition. In a driving state, these are preferably stationary and transient or unsteady states of the driving operation, which designate the transition from a first stationary driving state to a second stationary driving state.
  • the plurality of first sensors of the system according to the invention are set up to measure a parameter which characterizes at least one driving state of the vehicle and at least one further parameter which characterizes at least one characteristic selected from the following group: An operating state of at least one ancillary unit, in particular an air conditioning system, an alternator or a fan, an operating state of at least one device for exhaust aftertreatment, in particular a particle filter or catalyst, an ambient temperature, a position of the vehicle and an operating state of the device for fuel processing.
  • An operating state of at least one ancillary unit in particular an air conditioning system, an alternator or a fan
  • an operating state of at least one device for exhaust aftertreatment in particular a particle filter or catalyst
  • an ambient temperature a position of the vehicle and an operating state of the device for fuel processing.
  • the emission behavior of the vehicle also depends on the operating states of these devices. Also for an assessment of the emission behavior is a recognition of the operating conditions of the other devices present in the vehicle of importance.
  • the regeneration of a particulate filter at a point in time at which the apparatus for fuel processing would run with ideal efficiency does not make sense energetically.
  • regeneration at a different point in time can be energetically meaningful, for example, if increased performance of the fuel processing device for regeneration of a particle filter results in the fuel processing device being operated with optimal efficiency.
  • the evaluation device of the system according to the invention is further configured to determine the energy consumed by the vehicle on the basis of the second data set and the energy provided by the device for fuel processing for driving the vehicle, in particular special work on the basis of the first data set, in particular an operating state of the apparatus for fuel processing, to determine, and to calculate a ratio of the energy provided to the energy consumed.
  • the system according to the invention offers the possibility of calculating, based on the emission of the vehicle, the energy consumed by the vehicle to reach certain vehicle states. With this information, the energy efficiency or the efficiency of vehicle operation can be determined with simple means.
  • the control device of the system is set up to take so many measurements that the first data record has a plurality of different vehicle operating states.
  • the invention is particularly well suited for analyzing the operating behavior of the vehicle over a relatively long period during which there are several vehicle operating states, in particular driving states. In this way, the influence which the vehicle operating conditions have on each other can be analyzed.
  • the vehicle has at least one electric machine for generating propulsion of the vehicle, wherein the plurality of first sensors is further configured, at least one parameter which characterizes the charge state of a charge storage and / or at least one parameter , which characterizes an operating state of the electric machine, and wherein the evaluation unit is further configured to determine the at least one characteristic value for the assessment and / or optimization of the operating behavior of the vehicle on the basis of these measured values.
  • the system according to the invention is particularly suitable for assessing and / or optimizing the operating behavior of a hybrid vehicle or of an electric vehicle with range extender and / or fuel cell.
  • the invention can be used to analyze the overall energy efficiency of the complex systems comprising the apparatus for fuel processing, the electric machine and the charge storage.
  • plug-in in an emissions balance sheet and / or in the energy efficiency balance sheet.
  • the at least one second sensor which is in particular part of an exhaust gas analysis device, arranged in the exhaust system, in particular at the end of the exhaust system.
  • the second sensor for determining the emission of the device for fuel processing may already be arranged in the device itself.
  • the second sensor is arranged at the end of the exhaust system.
  • the method according to the invention can be carried out on the real vehicle, as well as on a test bench, in which an internal combustion engine can realize the operating states required for the registration of the method according to the invention by way of simulation.
  • at least one desired value for the at least one parameter of the second group of parameters is determined on the basis of a vehicle model, in particular of a model for the apparatus for fuel processing, which determines a target energy efficiency and / or a desired emission behavior for the at least one vehicle operating state, and compared with the first data set.
  • the operating behavior of the vehicle can be assessed against absolute criteria and / or be optimized. Ideally, an iterative approach can be avoided, but at least the number of iteration loops can be reduced.
  • the method according to the invention can also be carried out solely on the basis of the values calculated by the model. That is, in this case, the judgment and / or optimization takes place by simulation.
  • several of the first and second data records acquired in steps S 1 and S2 are taken into account for determining the at least one characteristic value.
  • the first group of parameters which characterizes a driving state of the vehicle, includes at least one further parameter which characterizes at least one property selected from the following group: An operating state of at least one ancillary unit, in particular an air conditioning unit or a Fan, an operating state of at least one device for exhaust aftertreatment, in particular a particulate filter, an ambient temperature, a road gradient, a position of the vehicle and an operating state of the device for fuel processing.
  • An operating state of at least one ancillary unit in particular an air conditioning unit or a Fan
  • an operating state of at least one device for exhaust aftertreatment in particular a particulate filter
  • an ambient temperature in particular a road gradient
  • a position of the vehicle includes at least one operating state of the device for fuel processing.
  • this has the following steps: determining the energy consumed by the vehicle on the basis of the second data set; Determining the energy, in particular work, provided by the device for fuel processing for driving the vehicle on the basis of the first data set, in particular the operating state of the device for fuel processing, wherein the determination of the characteristic value for the assessment and / or optimization of the operating behavior of the vehicle at least the sub-step of calculating a ratio of the energy provided to the energy consumed.
  • the efficiency of the vehicle or the device for fuel processing can be calculated.
  • the measured values of the second data record are integrated over the time duration of the respective driving state. For example, the total emissions during a driving state can be calculated via the integration or summation.
  • the measured values of a plurality of second data sets for an identical type of driving state are combined to determine the at least one characteristic value.
  • this has the further working step of correcting an assignment of the measured values of the second data set to the at least one predefined driving state by a signal propagation time, the exhaust gas analysis time and / or by an exhaust gas running time.
  • the exhaust gas analysis time and exhaust gas flow time from the generation of the emission to the second sensor can lead to a considerable shift between the vehicle operating states, in particular driving conditions, and the emissions. Shifting the time of emission by the current exhaust gas flow time is therefore important for determining the cause of the emissions.
  • the exhaust gas flow time can theoretically be determined by the air displaced by a device for fuel processing and the diameter of the exhaust system.
  • the exhaust gas transit time can be determined in real terms by adding an additive to the exhaust gas or via a periodically occurring exhaust gas component.
  • the vehicle has at least one electric machine for the propulsion of the vehicle and a charge accumulator, the first data record of the further measured values of at least one parameter, which characterizes the charge state of a charge accumulator, and measured values of a parameter which indicate an operating state of the charge accumulator electro- and characterized in that the at least one characteristic value for assessing and / or optimizing the operating behavior of the vehicle is furthermore determined on the basis of these measured values.
  • FIG. 1 shows, partially schematically, a first embodiment of the system according to the invention when used in a vehicle with an internal combustion engine;
  • FIG. 2 shows, partly schematically, a second embodiment of the system according to the invention when used in a vehicle with a parallel hybrid drive
  • FIG. 3 shows, partially schematically, a third embodiment of the system according to the invention when used in a vehicle with a combined hybrid drive
  • FIG. 4 shows, partially in part, a block diagram of a method according to the invention
  • FIG. 5 shows a partial schematic diagram of the nitrogen oxide emission of an internal combustion engine as a function of time
  • FIG. 6 shows, in part, a schematic diagram corrected by a signal propagation time and / or exhaust gas running time on the basis of FIG. 5;
  • FIG. 7 shows a partial schematic diagram of the carbon dioxide emission as a function of driving conditions for different vehicle types.
  • Figures 8 to 19 relate to further aspects of the invention.
  • Figure 1 shows a first embodiment of the system according to the invention in a vehicle 1 with internal combustion engine 2.
  • vehicle 1 energy which in shape a fuel is carried in a fuel reservoir 13, converted by an internal combustion engine 2 into mechanical work and transmitted via a gear 14 and a differential 16 to wheels 15 of the vehicle 1.
  • a part of the mechanical work of the internal combustion engine 2 is discharged to an accessory 8 directly or by means of a conversion step as electrical energy by a generator.
  • accessory 8 are, for example, an air conditioner, a fan, but also servomotors, for example for the windows, ie any aggregates that consume energy that is not used to generate the propulsion of the vehicle 1.
  • Exhaust gases or emissions are discharged through an exhaust gas aftertreatment device 9, for example a catalytic converter or a particle filter, through the exhaust system 18 into the environment.
  • the values of the emissions are tested in a standardized driving cycle for checking the legal standards. This takes a total of 1,180 seconds (just under 20 minutes). It consists of a 780-second city cycle (urban conditions) and a 400-second overland cycle (extra-urban conditions). The ambient temperature during the measurement is 20 ° C to 30 ° C. Cold start conditions, acceleration and deceleration are recorded and interpolated accordingly.
  • the evaluation of the emission based on the standardized driving cycle is particularly problematic because it represents an average profile in order to be able to compare different vehicles with each other. Often, these driving cycles do not match the customer's usage profile, especially when there is a lot of short-haul and city traffic at a customer's site. Also, the consumption and the emission at speeds of 120 km / h are not measured and are not included in the average calculation. Another disadvantage of evaluating emissions during a driving cycle is that the search for causes of increased emissions is aimed solely at optimizing the overall cycle. Evaluations of emissions at individual driving conditions, sequences of driving conditions or operating conditions of the vehicle does not take place.
  • the reference value for CO 2 emissions at the time of registration is determined solely by the weight of a vehicle.
  • the system according to the invention preferably aims to determine emissions of the vehicle 1 and from these conclusions to the emission behavior of the vehicle 1 in different driving conditions and / or energy efficiency, ie the energy required to achieve the operation of the vehicle 1 is to pull.
  • the system preferably has an exhaust gas analysis device 12, which is arranged at one point of the path of the exhaust system 18 of the vehicle 1 and analyzes emissions of the internal combustion engine 2.
  • this exhaust gas analysis device 12 has at least one second sensor 4, which can identify at least one component of the emissions.
  • the system according to the invention preferably has a plurality of first sensors 3a, 3b, 3c, 3d, 3e, 3f, which serve to characterize a vehicle operating state of the vehicle 1.
  • the vehicle state preferably contains at least information about a driving state of the vehicle 1.
  • Driving conditions of the vehicle 1 are here, for example, idle, off-take, acceleration, tip-in, tip-out, slowing down, gear changes, sliding at constant speed, start engine, shut down engine, etc.
  • the plurality of first sensors 3a, 3b, 3c, 3d, 3e, 3f preferably further provide at least one further piece of information, e.g. about the operating state of at least one auxiliary unit 8, for example, the air conditioner whose instantaneous power decrease is preferably determined by means of a current measuring sensor 3d.
  • Other possible accessories 8 are e.g. a fan, servomotors for steering or power windows, electric heaters, means for treating a fuel, etc.
  • the system additionally or alternatively further sensors 3a, 3b, 3c, 3d, 3e, 3f, which monitor the operating state of other devices of the vehicle 1, control information, or the energy flow in the vehicle 1.
  • a flow sensor 3 a preferably measures how much fuel is supplied from the fuel reservoir 13 to the internal combustion engine 2 as a function of time.
  • Another sensor 3c preferably measures the power which is provided by the internal combustion engine 2 or the work which has been performed by the latter.
  • Another sensor 3b preferably measures the settings of the internal combustion engine 2, for example, the set valve lift or the ignition timing.
  • a further sensor 3e preferably determines a state of the device for exhaust aftertreatment 9.
  • Further sensors may be provided, for example to determine the transmission state of the transmission 14, for example the engaged gear or the slip of the wheels 15 or the power distribution in the differential to determine rential 16.
  • at least one further sensor 3f monitors the power or energy flow into or out of a charge storage 11.
  • the system preferably also has a control device 5, which is preferably set up to control and monitor the measurement with the plurality of first sensors 3a, 3b, 3c, 3d, 3e, 3f, 3g and the at least one second sensor 4 ,
  • the control device 5 is preferably set up to repeat measurements with the plurality of first sensors and the at least one second sensor for a predetermined period of time and to compare a data record of the measurement with the plurality of first sensors with predefined parameter ranges which describe at least one predefined driving state
  • the system preferably also has an association device 6, which is set up to associate measured values of a second data set with measured values of the at least one second sensor 4 with the at least one driving state.
  • the system preferably has an evaluation device 7, which is set up to determine at least one characteristic value for the assessment and / or optimization of the operating behavior of the vehicle 1 on the basis of the at least one driving state of the second data set, wherein the characteristic value is preferably suitable, an energy efficiency and / or characterizing an emission behavior of the vehicle 1, in particular of the internal combustion engine 2.
  • the control device 5, the allocation device 6 and / or the evaluation device 7 are preferably designed as electronic devices.
  • the devices can preferably also be designed as modules of a single device, for example an electronic unit 19, or particularly preferably also as pure software modules of a control unit of the vehicle 1.
  • the individual first sensors 3a, 3b, 3c, 3d, 3e, 3f, 3g and the second sensor 4 are for signal transmission to the control device 5, the allocation device 6 and / or the evaluation device 7 or the electronic unit 19 connected.
  • This connection can be realized both wired and wireless, with recourse preferably being made to existing on-board networks of the vehicle 1.
  • the system, in particular the electronic unit 19, preferably has a memory, so that the control device 5 preferably acquires measured values of the plurality of first sensors 3a, 3b, 3c, 3d, 3e, 3f, 3g and / or the at least one sensor 4 over a relatively long period of time and save.
  • the characteristic value determined by the evaluation unit 7 can be determined on the basis of the stored measured values over many vehicle states or over a longer period of time.
  • the device for exhaust aftertreatment 9 is in particular a particulate filter or a catalyst, but also any other device for exhaust aftertreatment 9 can be used here.
  • Other sensors include a thermometer for determining the ambient temperature or MEMS (micro-electro-mechanical systems), which can determine a road gradient or different acceleration values at different locations in the vehicle 1.
  • MEMS micro-electro-mechanical systems
  • the system according to the invention is preferably used in a vehicle 1, in particular in a passenger car or a truck. In principle, however, the system according to the invention is not limited to road vehicles, but can also be used accordingly in aircraft or watercraft.
  • FIG. 2 shows the use of the system according to the invention in a vehicle 1 with parallel hybrid drive.
  • the vehicle 1 differs from the vehicle 1 of FIG. 1 essentially in that in addition to or as an alternative to the mechanical work of an internal combustion engine 2, the mechanical work of an electric machine 10 can be fed into the transmission 14 which outputs the electrical energy required for this purpose a charge storage 11 refers.
  • the device 10 is not an electric machine, but a rotary piston machine which can process compressed air or generate compressed air, and the memory 1 1 is a compressed air reservoir.
  • the system according to the invention differs from the vehicle 1 with a conventional drive from FIG. 1, in particular in that additional sensors are present which fulfill the function of the charging system. memory 1 1 and / or the electric machine 10 and monitor the energy flow between these two devices and the transmission 14.
  • parameter values are preferably determined with the plurality of first sensors 3a, 3b, 3c, 3d, 3e or the further sensors 3f and 3g, which characterize, in particular, the charge state of the charge store 1 1 and the operating state of the electric machine 10.
  • the characteristic value for the assessment and / or optimization of the operating behavior of the vehicle 1 can then be determined, in which case the operating strategy of the electric machine 10 and of the charge accumulator 11 is also taken into account.
  • FIG. 3 shows, by way of example, the use of the system according to the invention in a vehicle 1 with combined hybrid drive.
  • the vehicle 1 can be operated solely with the electric motor 10, with the internal combustion engine 2 in this case serving exclusively to generate electrical energy via a generator 17.
  • the internal combustion engine 2 can be designed as a so-called range extender.
  • the auxiliary units 8 can in this case be supplied solely by electrical energy from the charge storage 1 1.
  • the system according to the invention preferably has additional sensors 3f which can check the energy flow between the generator 17, the electric machine 10 and the charge accumulator 11.
  • FIGS. 2 and 3 show that the system according to the invention is suitable not only for assessing and / or optimizing the operating behavior of a vehicle 1 with an internal combustion engine 2, but also for other vehicle types which implement alternative drive concepts. Also, the use of the system according to the invention in vehicles is possible, which as a device for fuel processing no internal combustion engine 2, but for example, a fuel cell, and in which the electrical energy generated by this and / or the waste heat to drive the vehicle 1 and / or for reforming any fuel to a gas mixture suitable for operation of the fuel cell.
  • FIG. 4 shows a block diagram of the method according to the invention. The steps of the advantageous embodiments are shown here by blocks with broken borders.
  • a first data set with measured values of a first group of parameters is detected, which are suitable for characterizing the vehicle state of the vehicle 1.
  • these parameters are measured with the first sensors 3a, 3b, 3c, 3d, 3e, 3f, 3g.
  • the vehicle state preferably consists of a parameter which characterizes a driving state of the vehicle 1 and at least one further parameter which characterizes one of the following properties: an operating state of at least one auxiliary unit 8, an operating state of at least one exhaust gas after-treatment device 9, an ambient temperature, a road gradient, a position of the vehicle 1, and a running state of the fuel processing apparatus 2.
  • a second data set with measured values of at least one parameter of a second group of parameters, which are suitable for characterizing the emission of the vehicle 1, is preferably determined.
  • gas components of the exhaust gas of a combustion engine 2 are preferably analyzed with suitable sensors 4, in particular the constituents carbon monoxide, hydrocarbons and nitrogen oxides, particulate matter, particle number, non-methanol hydrocarbons and / or particulate mass of the particulate matter are determined.
  • a further step 103 the two aforementioned steps are repeated for a predetermined period of time.
  • This predetermined period of time can be defined by the fact that several vehicle states, in particular several driving states, existed during the detection period. However, the predetermined period of time can also be selected so short that only a single vehicle state, in particular a single driving state, is considered. Furthermore, it is conceivable that the predetermined period of time relates to a particular section of the route, eg a motorway journey, or even an entire route or journey.
  • the vehicle state is identified on the basis of the measured values which are suitable for characterizing a vehicle state by comparing the measured values of the parameters which are suitable for characterizing the vehicle state with predefined parameter regions or by including the vehicle states a function in which the measured values are received as variables.
  • the measured values of the emission are preferably assigned to that vehicle state which was present at the time of the measurements by the exhaust gas analysis devices.
  • a signal transit time or a calculation time of the system according to the invention is preferably taken into account for the assignment.
  • the exhaust gas flow time from the formation in the internal combustion engine 2 to the measurement by a sensor 4, in particular with the exhaust gas analysis device 12, is considered for the assignment.
  • the energy which consumes the vehicle 1 is additionally determined on the basis of the measured values of the parameters which characterize the emission of the vehicle.
  • the determination of the consumed energy is preferably based on the amount of carbon dioxide present in the exhaust gas and optionally of the carbon monoxide in relation to the carbon dioxide introduced into the internal combustion engine 2 by the ambient air, optionally carbon monoxide.
  • the energy provided for the drive, in particular the mechanical work, of the internal combustion engine is preferably determined in a further operating step 107.
  • the measured values of the first data set are also evaluated, in particular measured values of sensors 3a, 3b, 3c, 3d, 3e, 3f, 3g, which indicate the operating state of internal combustion engine 2.
  • the ratio of provided energy to consumed energy can be calculated.
  • This ratio is a measure of efficiency, with which the vehicle 1 is driven. Furthermore, this ratio can indicate the overall efficiency of the vehicle 1, if the operation of all ancillary units 8 under specification of boundary conditions, for example, the temperature to be kept in the vehicle is included.
  • the characteristic value is preferably further determined by the method according to the invention on the basis of the state of charge of the electric machine 10 and / or the charge accumulator 11.
  • at least one parameter which characterizes a driving state of the vehicle 1 and / or a parameter which characterizes the charge state of the charge store 1 1 is evaluated.
  • a parameter which characterizes an operating state of the electric machine is preferably included in the characteristic value. Based on these parameters, which describe the electric drive of the vehicle 1, it can be determined how well the electric machine 10 is used to avoid emissions or to increase the energy efficiency of the vehicle 1.
  • FIG. 5 shows a diagram that results when the work steps S1 101, S2 102, S3 103 and S4 104 of the method according to the invention are carried out during a period in which a number of different vehicle states, in particular driving conditions, have been passed through by a vehicle 1.
  • the amount of nitrogen oxides is determined as the relevant emission of the vehicle. In this form, however, the diagram is not meaningful. As can be seen from the diagram, an emission peak of nitrogen oxides is produced during idling. In fact, in the diagram, neither the exhaust-gas running time from formation to the achievement of the exhaust after-treatment device 9 was taken into account, nor was considered a possible signal delay or calculation period in the subsequent evaluation in an electronic unit 19.
  • FIG. 6 shows the correspondingly corrected diagram with the correct assignment, as can be carried out with a further working step 108 of the method according to the invention.
  • an additive can be added to the combustion of the engine, which can also be detected in the device for exhaust aftertreatment 9, so that the Abgaslaufzeit can be measured.
  • the total amount of gas flowing through the engine may be calculated, and based on the dimensions of the exhaust system 18, the duration traveled by the gas to the exhaust gas analyzer 12 may be calculated.
  • Figure 7 shows in the right part of the C0 2 emission in mass per distance covered for different driving conditions, with four different types of vehicles are plotted.
  • the representation in the right part of the diagram therefore corresponds to the assignment of the second data set to the predefined driving states made in step S5 105.
  • an overall evaluation 109 has been determined from the individual values for the respective driving states.
  • This overall evaluation is preferably a characteristic value for the assessment and / or optimization of the operating behavior of the vehicle 1.
  • a weighting vector is used for this purpose.
  • a weighting vector is a vector by which the instantaneous emission values can be weighted.
  • the weighting vector is, for example, (1, 2, 1, 0, 9, 1)
  • the value is increased by 20% and the third value is reduced by 10%. This allows the measurement to be simple Be adapted to the requirements of a conditional operating condition or a specific target size for optimization.
  • the combination according to the invention with a weighting vector can also be effected by an addition, in which case certain correction values are added or subtracted from the measured values before the calculation of the emission characteristic value then takes place.
  • more than one weighting vector can be used.
  • a part of the parameters can be linked to a first weighting vector by multiplication, while a second group of parameters is additively linked to a second weighting vector.
  • the characteristic value is determined on the basis of a multiplicity of measured values for individual operating states, wherein in particular a geometric or arithmetic averaging is undertaken.
  • the focus extends from the presentation of purely technical target values such as performance and fuel consumption to the fulfillment of a positive subjective customer experience - the "experience car” goes far beyond the behavior of the powertrain, taking the vehicle's characteristics and values such as styling, ergonomics, usability, infotainment and assistance systems, safety, ride comfort, agility, and drivability in a holistic context and overall vehicle behavior, making real-world driving a key driver in the development of new vehicle systems: not just Real World Emission and Consumption, but also the positive driving experience of the customer becomes the decisive target variable, but not only subjective evaluation criteria are subject to rapid fluctuations, new trends, individual demands and new technologies result in a significant unpredictability of a highly dynamic market [1] e An answer to this situation can only be an extremely rapid response to product configuration and development.
  • C02 legislation is certainly the most important technology driver.
  • the future C02 and / or consumption fleet limits converge on a constantly reducing level worldwide.
  • this requires complex drive systems with highly flexible components, but on the other hand also requires a more individualized adaptation to a wide range of boundary conditions and results in a multidimensional diversification of the drive systems (different energy sources, different degrees of electrification, variant variety, etc.).
  • this method of using categorizable driving segments can not only be used to assess driveability and noise comfort under real conditions, but also for emissions, efficiency, and also for lateral dynamic variables up to the assessment of driver assistance systems [3] become.
  • the setpoint specification could be made in the same way as the "efficiency" evaluation criterion, but in view of the upcoming RDE legislation, it makes more sense to carry out the assessment in accordance with the RDE regulations anchored in the legislation in future.
  • ⁇ Driveability Here the setpoint specification is based on Objective subjective driving feeling and the specification of a desired vehicle characteristic according to the system developed in the AVL-DRIVE [2] For the objectification of the subjective driving sensation the human feeling must be correlated in many cases over neural networks with physically measurable quantities.
  • NVH Similar to the drivability, the setpoint specification is made here based on the objective subjective sound sensation and specification of the desired sound characteristic (e.g., AVL-VOICE [4]).
  • the mapping of the relevant individual events at the XiL, engine and / or powertrain test bench makes sense.
  • the reproducible work permits efficient development in the individual driving element, not just an isolated optimization of a single size is done, but the trade-off's (typically emission / efficiency / driveability / noise) can be optimized.
  • the effects on the overall system can be directly assessed by means of a simultaneously running complete vehicle model.
  • the comparison with a "real driving maneuver library" (benchmark data) allows a detailed objective classification in the competitive environment.This immediate status assessment enables a rapid and accurate response and thus a higher agility in the development process.
  • the driving element analysis on the basis of an intelligent event finder allows both an efficient calibration capability and an unerring, virtual identification of optimally suitable drive architectures. This also allows the creation of a refined development map, in which the relevant development tasks (both technical and subjective) are marked.
  • Trajectory segmentation initially started at the vehicle module level with powertrain longitudinal dynamics (drivability optimization) optimized and broken down to the level of individual powertrain modules (e.g., engine, transmission, etc.).
  • powertrain longitudinal dynamics driving optimization
  • individual powertrain modules e.g., engine, transmission, etc.
  • a comprehensive acoustic and comfort rating on the other hand, already requires segmentation at the vehicle level. It is also necessary to act on the vehicle level for the development of lateral dynamics-relevant functions (such as suspension tuning through to vehicle dynamics regulations [5]).
  • ADAS Advanced Driver Assistance Systems
  • the test is carried out on the powertrain test stand with or without a vehicle, on the chassis dynamometer and on the road in the subframe or vehicle prototype. Since the test conditions (driver, distance, load, wind, altitude, climate, etc.) as well as the parameters of the rest of the vehicle (driving resistance, body, axles, suspension, steering, etc. - variant simulation) can be varied comparatively quickly on the powertrain test stand, it is itself With the availability of the entire hardware, including the vehicle, it is often advantageous to carry out both the development and the validation of complex systems (for example of a completely new hybrid system) on the drive train test bench. The division of work content into the most suitable development environment is becoming increasingly important, especially in the area of validation.
  • Consistency of simulation models simulation models created in early development phases can also be reused in downstream development phases and environments. These simulation models complement (as virtual components) the hardware development environments (ie, test benches) to a mixed virtual-real development environment that can be used to represent interactions at the overall vehicle level. ⁇ Consistent comparability of virtual and real experiments through consistent data management and seamless consistency of models and methods. On the one hand, results generated by simulation must be consistent with the corresponding real experiments and, on the other hand, in the course of the development process also allow a further development of the simulation models on the basis of test results. The possibility of this constant, consistent alignment between virtual, real and combined virtual-real world is the prerequisite for an agile, modern development process.
  • this development platform forms the basis for a consistent, model-based development process and expands conventional tool chains into an integrated and consistent network: "From a sequential tool chain to tool network.”
  • virtual and real components of the drive can be used at any time
  • the development of the development process can be integrated into the overall vehicle level and the appropriate development environments can be configured, making this tool network a toolkit for the most agile development process possible.
  • the networking of development tools also requires a networked evaluation platform in which the development result can be permanently evaluated not only at the component and system level, but also at the overall vehicle level.
  • a drivability assessment with AVL-DRIVE has been a first approach towards an overarching evaluation platform for many years.
  • the structure of this evaluation platform allows a thorough driveability evaluation with all relevant evaluation criteria Tools - from office simulation to the road test of the real vehicle - perform.
  • AVL DRIVE-V 4.0 is extending this evaluation platform in the next expansion stages
  • ADAS Advanced Driver Assistance Systems
  • Connected Powertrain in the "Connected Vehicle” group will allow Advanced Driver Assistance Systems (ADAS), automated driving and the Connected Powertrain in the "Connected Vehicle” group to be developed in a virtual environment in the future, thus providing comprehensive frontloading Effective implementation of the approach [2].
  • ADAS Advanced Driver Assistance Systems
  • the road, infrastructure, traffic objects and the corresponding environmental sensors such as radar, lidar, ultrasound, 2D and 3D camera on the powertrain test rig as residual vehicle and environment must also be simulated here.
  • GPS signals can be emulated and sent anywhere in the world.
  • the illustrated structure reproduces functional safety, correct functions and performance in terms of emission, fuel consumption, driving performance, safety and comfort behavior in various driving maneuvers and traffic scenarios in the overall network, as well as subjective driver perception rate.
  • the increasing complexity of the development tasks and the need to handle comprehensive tool networks instead of tool chains in the future make it increasingly difficult for the development engineer to use all these tools optimally and to correctly evaluate the feedback and results of virtual and real tests to incorporate further development. It will therefore be necessary to make the tools themselves even more "intelligent" into “smart cyber-physical systems”.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • General Physics & Mathematics (AREA)
  • Power Engineering (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Measuring Volume Flow (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un système pour évaluer et/ou optimiser le comportement en fonctionnement d'un véhicule, comprenant au moins un dispositif de transformation de carburant, en particulier un moteur à combustion interne et/ou une pile à combustible, ledit système comportant : une pluralité de premiers capteurs configurés pour mesurer des paramètres, conçus pour caractériser un état de fonctionnement du véhicule; au moins un deuxième capteur configuré pour mesurer au moins un paramètre, conçu pour caractériser une émission du dispositif de transformation de carburant; un dispositif de commande configuré pour effectuer des mesures de manière répétée pendant une durée prédéfinie et pour déterminer un état de fonctionnement du véhicule sur la base d'un premier ensemble de données au moyen des valeurs de mesure de la pluralité de premiers capteurs et de zones de paramètres prédéfinies décrivant au moins un état de fonctionnement prédéfini du véhicule; un dispositif d'attribution configuré pour attribuer un deuxième ensemble de données avec les valeurs de mesure dudit deuxième capteur audit état de fonctionnement prédéfini du véhicule. et un dispositif d'évaluation configuré pour déterminer au moins une valeur caractéristique pour évaluer et/ou optimiser un comportement en fonctionnement du véhicule sur la base d'au moins un état de fonctionnement du véhicule et d'un deuxième ensemble de données, la valeur caractéristique étant conçue pour caractériser une efficacité énergétique du véhicule et/ou un comportement d'émission du dispositif de transformation de carburant.
EP15723165.5A 2014-04-30 2015-04-30 Système pour évaluer et/ou optimiser le comportement en fonctionnement d'un véhicule Pending EP3137356A2 (fr)

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DE102014006319.4A DE102014006319A1 (de) 2014-04-30 2014-04-30 System zur Beurteilung und/oder Optimierung des Betriebsverhaltens eines Fahrzeugs
PCT/EP2015/059554 WO2015166069A2 (fr) 2014-04-30 2015-04-30 Système pour évaluer et/ou optimiser le comportement en fonctionnement d'un véhicule

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JP6726106B2 (ja) 2020-07-22
WO2015166069A2 (fr) 2015-11-05
US10583792B2 (en) 2020-03-10
JP2017515116A (ja) 2017-06-08
DE102014006319A1 (de) 2015-11-05
US20170050590A1 (en) 2017-02-23
CN106536315A (zh) 2017-03-22
WO2015166069A3 (fr) 2016-01-07
KR20160148669A (ko) 2016-12-26
KR102329665B1 (ko) 2021-11-22
CN106536315B (zh) 2020-06-09

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